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J. G. DIXON. BLOCK SIGNALING 0N RAILWAYS.

No. 559,688. Patented May 5,1896.

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- J. G. DIXON.

BLOGK SIGNALING 0N RAILWAYS.

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BLOCK SIGNALING 0N RAILWAYS. No. 559.688. Patented May 5,1896.

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ANDREW KGRAHAM. PHOTOUTHO WASHINGTON!) C,

UNITED STATES PATENT OFFICE.

JOHN GEORGE DIXON, OF HUDDERSFIELD, ENGLAND.

BLOCK-SIGNALING ON RAILWAYS.

SPECIFICATION forming part of Letters Patent No. 559,688, dated May 5,1896.

Application filed November 25, 1896. Serial No. 569,983. (No model.)

To all whom it may concern.-

Be it kn own that I, JOHN Gnonen DIXON, a subject of the Queen of GreatBritain and Ireland, residing atIvyIIouse, Lindley, Huddersficld, in thecounty of York, England, have invented new and useful Improvements inBlock-Signaling on Railways, of which the following; is a specification.

My invention relates to improvements in block-working on railwayswhereby if any vehicle, through the separation of couplings orotherwise, becomes detached from its train the signal authorizing amovement from the rear into that section would be held locked at danger.

The purposes for which my invention is intended may be divided into twoclasses, the one where practically every wheel of a train is recordedand the other where the last coach only must be recorded, and the firstin addition, if desirable.

I will describe the first portion of my invention as follows:

Myinvontion consists in recording the nu mber of wheels that pass out ofa block-section and the number of wheels that enter beyond thehome-signal of a next block-section, and also my alternative schemeprovides for the rear vehicle of a train only being recorded. lVhere allwheels are practically to be recorded, it is obvious that it would bevery difficult to record the movem cuts of the wheels inside asectionthat is, between the homesignal and the starting-signalbecausevehicles are required to be detached from a train, shunted into a sidingand left there frequently for the purposes of being dealt with by alocal staff. For instance, a horse-box might be detached from the tailof a train, shunted into a siding and left there, the remaining portionof the train going forward to continue its journey. Under suchconditions it is obvious that the same number of vehicles which cameinto the section are not required to go out of the section, (because thehorse-box has been left in the section,) and therefore I only proposewith this portion of my invention to insure that the wheels which leavethe rear section, say A, must all arrive safely inside the homo-signalof section, say 13, before the sectional or starting signal at A is freeto be lowered a second time to send a second train from A. Aspractically all passenger-trains are provided with some form ofautomatic brake, which acts that both portions of the train are broughtto a standstill through any damage to the brake-pipes or to the brakeapparatus generally, my invention more particularly refers togoods-trains or trains that are not provided with automatic brakes.

It is the universal custom with all goodstrains to have a brake-van asthe rear vehicle. In the second portion of my invention, therefore, Iprovide apparatus by which all brake-vans in a train must be recorded onleaving a section, and the number of brakevans must enter the nextsection before the signal can be lowered in the rear section for anothertrain to proceed. This portion of my invention also provides forshunting operations in the section. For instance, it is usual, if thetrain is divided for the purposes of detaching vehicles that (assuminghalf of the train remains on the passenger line) the front half is putinto a siding for the purposes of either taking on or leaving vehicles,and should that portion of the train go away without joining again therear portion the section in the rear is still locked, because thebrake-van has not left the section. XVhen the movement is completed inthe proper manner-that is to say, the portion of the train which isshunted into the siding comes out again after the work is done andshunted back onto the hind portion to which the brake-van is attachedand then proceeds on its journey the brake van or vans (according asthere is one or more) on going out of the section releases the sectionin the rear and allows a second train to be forwarded. Therefore,although a portion of a train may be forgotten on a passen ger-road, solong as it has attached to it a brake-van the signalman is powerless toaccept a second train from the rear until that brake-van has beendisposed of clear of the section. If the train contains two or morebrake-vans, (as my invention is applied to all brake-vans,) so the twoor more brake-vans which enter the section should go out of the sectionbefore the rear signal is clear.

Lest it might be objected that in practice it would be difficult, in thefirst portion of my invention, in the case of an express-train to getthe record of every wheel passing over the treadle or insulated portionof rail, and my invention fail to release the rear section if one toothof my apparatus is missedthat is to say, if one wheel fails to recordIallow a little latitude, because every coach has at least two pairs ofwheels, and in recording one the instrument will practically record thecoach. Therefore if it fails to record not more than one wheel theapparatus may be considered as working and will release the rearsection.

In the second portion of my invention I arrange that batteries be placedon the locomotive (if desirable) and in each brake-van, or any othervehicle which may be placed at the rear end of a train.

The operation of this second portion of my invention is as follows:Assuming the train leaving, say, section A to be composed of alocomotive, ten goods wagons, and a brake-van in the rear, thelocomotive (if it is desired to record its passage) in passing over theinsulated rail would make contact and record 1 in the cabin in advance,the intermediate vehicles (ten goods wagons) would not record anythingat all, and the brake-van. in which are the batteries, would record 2,completing the record. Should anything happen to the train before itreaches Bassume that the brake-van and three of the vehicles have becomedetached, or assuming that part of the train and brake-van did notproceed out of Bs sectionthen the signals at A would be locked so that asecond train could n ot proceed. Practically the train must have left 13with the brake-van on before A is free to send forward another train.

The way in which I carry out the first portion of my invention is asfollows: Assuming two sections A and B, I arrange at any suitable spotin advance of the sectional signal, say at A, a rocking shaft operatingbetween the four-foot way with an arm on either'side adjacent to themetals. The first arm would be projecting toward the direction in whichthe train is coming and be depressed slightly toward the ballast. Theother arm projects in the opposite direction, preferably operating nearthe other metal of the four-foot way.

A similar bar or rocking shaft would be fixed the requisite distanceinside the home-signal of the section in advance say 1;, or at anysuitable spot determined upon by the management of the railway. In thesignal-cabin in the section through which the train is passing-that isto say, I I fix an instrument composed of two halves substantially alikewith a pair of electromagnets for each half. An armature is operated byeach pair of electromagnets, and projecting from the armature is anescapemcut-movement, commonly known as a pallet, operating a toothedwheel or communicating motion to a pinion and from that to anotherwheel. Fixed to the latter, or to the one wheel where only one is fixed,is a projecting pin. The other half of the instrument is similar in allrespects to the first half above described and with a-correspondingprojecting pin. The electromagnets in one half of the instrument areelectrically connected to a bar or treadle fixed at the entrance of theblock-section, say l3 that is to say, the requisite distance beyond Assectional signal. Electric connection is also made from the other halfof the instrument to the bar just in advance of Us homesignal, andelectrical connection is also made to the operatingdever at A or,preferably, to

an electric slotting apparatus fixed on As sectional signal, acting thatcontact must be made in the recording instrument at 13 through theaction of the complete number of vehicles leaving A and moving inside Ushome signal, recording the same number there, completing the circuit,and thereby releasing A. Vith this portion of my invention it should beunderstood that it is intended to be purely an addition to any of theordinary lock and block systems, which systems insure that the releaseof A is not complete until the train has left Us section. All thisportion of my invention does is to insure that the whole of the vehicleswhich leave A shall arrive at B inside Bs section between thehome-signal and the starting-signal.

In the second portion of my invention the recording apparatus in thesignal-cabin is identical with that described with reference to thefirst portion of my invention; but in. lieu of fixing a tread le Iprefer to insulate the rail at the place where a treadle would befixed-that is to say, in advance of As starting-signal-and the sectionis then continued to a corresponding position in advance of Bsstarting-signal. In this portion of my invention the release of A doesnot take place until the train has passed out of Bs section. Thisportion is a more complete lock and block system and may be either anaddition to or in substitution of the lock and block systems now in use.

I will proceed to describe my inventimi with reference to the drawingsannexed.

Figures 1 and 2 are front and side elevations of the recordinginstrument, partly in section. These instruments are preferably fixed inthe signal-cabins. Fig. 3 is a diagrammatic plan showing the signals,comprising three sectionsthat is, the sectional or starting signal at A,the home and starter at B, the home and starter at C, and thehomesignalat D. This figure illustrates the first portion of my invention, whereevery wheel is recorded. Fig. L is a diagrammatic plan for the purposesof illustrating the second portion of my invention, where the .rearvehicle or brake-van is only recorded. Figs. 5

and 6 illustrate a treadle such as I have referred to, so that contactbemade and broken by each wheel to get a separate record in myinstrument for each wheel passing over.

The same letters and numbers refer to the same parts in the severalfigures of the drawings.

1 1 are two parallel uprights securely fastened to the case of theinstrument. 2 2- are toothed wheels, their fulcrums passing through theuprights 1 1, and attached to their ends between the uprights are pinsor arms 3 3. A project-ion 4 is provided on the pin or arm 3 for thepurposes of contact with the end of 3, which is prolonged. 5 5 arepinions of toothed wheels 6 G. The pinions are geared to the wheels 2 2.A pair of elec tromagnets 7 7 are fixed to the above and when energizedattract the armatures 8 8, fulcrumed at 9 0. The armatures are projectedupward toward the wheels 6 6, their upper ends being formed to act aspallets or pawls in connection with the toothed wheels 6 6. The pawlsare 1010. Springs are provided at the back of the upper portion of thearmatures to always insure their being returned to the normal positionfree of the electromagnets when contact is broken.

11 is the treadle in advance of As sectional signal. 12 is the treadlein advance of Bs homesignal. 13 is the battery in the signalbox at 13for energizing the coils 7.

15 is the wire starting from the battery 13 and leading through theelectromagnets, through the treadle 11, and back to the battery.

15 is the battery for energizing the coils of the electromagnet 7.

1G is the wire from the battery 15, through the treadle 12, and backagain through the electromagnet 7 n to the battery 15.

17 is a battery which is controlled by 3 3, forming contact, andcompletes the circuit at the sectional signal in the rear, A;

18 is the wire from the battery 17 to the slotting apparatus in thesection in the rear, (say Fig. 3, arm 1 through the slotting apparatus,back to the arm 3, thence to the arm 3, through the toothed wheel 2, andthence to the battery 17.

19 is a battery which is required for the second portion of my invention(illustrated in Fig. l) in lieu of battery 13 in the signal-cabin inFig. It is fixed in the brake-van or hind vehicle of a train. 20 is acontact from the battery to the axle. One wheel of the pairis insulatedfrom the axle.

21 21 are pieces of the rails insulated from the rails on either side ofthem, acting so that when the coach or goods-van in which the battery isplaced passes over them a current is set up, passes through the axle andthe wheels, through the insulated rails 21 21 by wire 16 to theinstrument, completing the release in the rear section.

22 22 are the pieces of insulated rails placed, preferably, adjacent toand slightly in advance of 21 21 and through which the current passesupon the coach and battery 19, passing over and setting up a current, bywhich a record is given in the instrument at B (or the section inadvance) on the train having left the section A, (or rear section.)Practically 22 is the insulated portion of the rail equivalent to thetreadle 11, Fig. 3, which records the train leaving the section, and 21is the insulated portion of rail equivalent to the treadle 12, Fig. 3,which insures that the train must have arrived at the section in advanceand passed clear before the release can take place on the sectionalsignal in the rear.

23, Figs. 5 and (3, is the arm of the treadle nearest the direction inwhich the train is coming.

24 is the other arm tilted by the train to break contact after 23 hasbeen depressed. The depression of 2i raises 23.

25 is the box or case containing the fulcrum of the treadle and theelectrical contacts.

26 is the lower third arm or counterbalance which keeps the arm 23normally raised, and also makes contact with spring 28 when the arm 23is depressed.

27 is the fulcrum of the treadle.

28' is thecontact-sprin 29 and 30 are brackets or supports formaintaining the box or case in position.

Briefly, the way in which my invention works is as follows: In the firstportion of my invention, (reference can be made to Figs. 1, 2, 3, 5, and6,) on the train leaving A and the first wheel passing thestarting-signal 1 and over treadle 11, the arm 23 would be depressed andcontact made,which would set up battery 13, the current passing alongwires 14, through the coils 7 of the instrument, which attracts thearmature 8 and operates the pawl 10, into the toothed wheel 6, revolvingthe pinion 5 and moving the top Wheel 2, through the latter, the spindleto which it is keyed, and the arm 3, the wheel 2 being moved one tooth.The first wheel after passing the arm 23 depresses the arm 24: andbreaks the contact, if the couterbalance 26 did not already do it. Thesecond wheel of the locomotive would perform a like operation,moving thetop wheel 2 one tooth again, through the operation previously described,and moving the arm 3 the equivalent distance. This operation isperformed by every wheel throughout the train. For the purposes ofdescription let it be assumed that there are forty axles and pairs ofwheels in the train. The arm 3 of the instrument is moved a distanceequal to the toothed wheel 2, revolving forty teeth. Forty axles andpairs of wheels therefore left A. Onthe train arriving at the treadle12, inside Bs home signal, precisely the same operation takes place withregard to the right-hand half of the instrument through theelectromagnet 7that is, battery 15 is set up, the current going from thebattery, through the treadle, back to the instrument, through the coils,and to the battery. The pawl 1O performs a like operation previouslydescribed with reference to 10, and the wheel 2 (if all the coachessafely arrive, and therefore the requisite number of axles-that is,forty) with the arm or pin IIO 3 will be moved eXactly the same distancein the same direction that 3 was moved by the action of the trainleaving A through the treadle 11. By the train performing this movementin the recording instrument the projection 4 makes contact with the prolongation of the arm 3. Another current is set up by that contactthrough battery 17 by which, through the wires 18, the release iscompleted in the slotting apparatus on the sectional signal in the rear,A. If, therefore, any accidental break-away takes place and only thirtyaxles arrive at 13 and depress the treadle 12, then the arm 3 will nothave moved a sufficient distance to make contact with the projection 4on the arm 3. Consequently battery 17 will not have been put in action,and the release will not have taken place on the slotting apparatus atthe section in the rear, and consequently the sectional signal is heldlocked at danger. The same description refers to a train traveling fromB to C, C to D, and so on.

lVith the second portion of my invention a similar action takes place,and the description is similar; but instead of being a series ofrecords, one for each wheel, and movements of the toothed wheels 2 2,and through them the arms 3 and 3, records are only given by the wheelswhich have batteries connected to them. For instance, if it is desirableto make the beginning and the end of the train make a record, thenbatteries would be on the locomotive as well as in the brake-van; but inthis illustration I have only shown the last axle of the brake-van to bein contact with the battery. As the train proceeds past A, Fig. at, thelast vehicle containing the battery 19 sets up action,the current ispassed through the insulated rails 22 22, and the coils 7 are energized,the armature attracted, and a record or movement of one tooth takesplace, moving the projection @L on the arm 3 a distance which may beprearranged, a fairly long distance, preferably,to insure a definitemove- .ment. If any break-away takes place and the brake-van does notarrive at B and pass Bs starting-signal, then the release on As starterdoes not take place, and it is still locked at danger. With this portionof my invention the brake-van containing the battery must itself goright out of the section in advance that is to say, beyond Bsstarting-signal into section O-bcfore As starting-signalis free. Figs. 3and 4 are similar, with the exception that battery 19 in the brake-vanis in substitution of battery 13 in the signal-cabin, and that thetreadle shown in Fig. 3 as a complete treadle-that is, 11 in Fig. 4:is,as it were, divided into two portions, (insulated rails,) one, 22 22, toindicate the records of wheels or vehicles in the instrument in thecabin in advance, and the other, 21 21, to insure that the same numberof wheels or vehicles have arrived at B and the circuit completed torelease the rear section. It is obvious that the treadle 12 or insulatedrails 21 21 maybe fixed anywhere to insure that the entire train reachesthat spot.

My apparatus maybe used to protect shunting movements in a section only,say between the home and starting or sectional signals.

Having fully described my invention, what I claim, and desire to secureby Letters Patent, is-

1. In a block system, the combination, with a signal at A, and acontact-maker connected to the rails adjacent thereto; of a signal at B,and a second contact-maker connected to the rails adjacent thereto;electromagnets 7, a battery, and wires 14 operatively connected togetherand to the circuit-maker at A; electromagnets 7, a battery, and wires 16operatively connected together and to the circuitmaker at B a revolublecontact1naker formed of two parts such as 3 3, similar drivingmechanisms connecting the said parts with the electromagnets 7 and 7respectively; and a battery 17 and wires 18 connected to the saidrevoluble contact-maker and with the said signal at A, said devicesoperating to cause a current of electricity to pass through the wire 18when the electromagnets 7 and 7 have been energized successively for thesame number of times by the passage of the wheels of a train over thesaid circuit-makers pertaining to the said electromagnets, substantiallyas set forth.

2. In a block system, the combination, with a signal at A, and a treadleconnected to the rails adjacent thereto; of a signal at B, and a secondtreadle 12 connected to the rails adjacent thereto; electromagnets 7,battery 13, and wires 11 operatively connected together and to thetreadle 11; eleetromagnets 7 battery 15, and wires 16 operativelyconnected together and to the treadle 12; a revoluble contact-makerformed of two parts such as 3 3, similar driving mechanisms connectingthe said parts with the electromagnets 7 and 7 respectively; and abattery 17, and wires 18 connected to the said revoluble contact-make rand with the signal at A, said devices operating to cause a current ofelectricity to pass through the wire 18 when the electromagnets 7 and 7have been energized for the same number of times by the passage of thewheels of a train over the said treadles 11 and 12, substantially as setforth.

JOHN GEORGE DIXON. \Vitnesses:

DAVID J. BAILEY, J OSH. A. THOMPSON.

